KR20180100683A - Vehicle control device and vehicle control method - Google Patents

Abstract

A power transmission mechanism having a coupling element, and a vehicular automatic transmission equipped with a variator connected in series with the power transmission mechanism. When the accelerator pedal opening becomes equal to or greater than a predetermined opening degree during the neutral drive control for putting the power transmission mechanism into the power cut state during the vehicle running, the fastening of the fastening element is completed after the downshifting of the variator is completed.

Description

Vehicle control device and vehicle control method

The present invention relates to a control apparatus for a vehicle and a control method for the vehicle.

JP2013-213557 discloses a control apparatus for a vehicle that executes a so-called sailing stop control in which, when a predetermined condition is satisfied, the clutch is released to place the automatic transmission in a neutral state (power cut-off state) have.

It is preferable to downshift the continuously variable transmission when the driver intends to accelerate while the sail stop control is being executed in the vehicle having the continuously variable transmission and the sail stop control is canceled. However, if the sailing stop control is released and the automatic transmission is put in the power transmitting state, the downshifting of the continuously variable transmission may cause the acceleration of the vehicle to be attenuated.

Such an acceleration delay of the vehicle may occur not only when the sail stop control is released but also when releasing the neutral drive control for releasing the clutch during running and turning the automatic transmission to the neutral state.

Therefore, the object of the present invention is to secure the acceleration when canceling the neutral drive control.

An aspect of the present invention provides a control apparatus for a vehicle that controls a vehicle including a power transmitting mechanism having a fastening element and an automatic transmission having a variator connected in series to the power transmitting mechanism. In this embodiment, when the accelerator pedal opening degree is at least the predetermined opening degree during the neutral travel control for putting the power transmission mechanism into the power cut-off state while the vehicle is running, the tightening of the fastening element is completed after the downshifting of the variator is completed .

In another aspect of the present invention, there is provided a vehicle control method for controlling a vehicle including a power transmission mechanism having a fastening element and an automatic transmission having a variator connected in series to the power transmission mechanism. In this embodiment, when the accelerator pedal opening degree is at least the predetermined opening degree during the neutral travel control for putting the power transmission mechanism into the power cut-off state while the vehicle is running, the tightening of the fastening element is completed after the downshifting of the variator is completed .

According to this aspect, when the neutral travel control is released and the accelerator pedal opening degree is equal to or greater than the predetermined opening degree, the acceleration of the vehicle can be ensured by completing the fastening of the fastening element after the downshift of the variator is completed.

1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention.
Fig. 2 is a flowchart for releasing the sailing stop control in the above embodiment.
3 is a time chart for releasing the sailing stop control in the above embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Hereinafter, the speed ratio is a value obtained by dividing the rotational speed of the input shaft of the continuously variable transmission by the output shaft rotational speed of the continuously variable transmission. The case where the speed ratio is large is referred to as " the speed ratio is on the Low side &Quot; is on the high side ". It is also referred to as " upshift " for increasing the speed ratio of the continuously variable transmission and " upshift " for decreasing the speed ratio.

1 is a schematic configuration diagram of a vehicle according to the present embodiment. The vehicle includes an engine 1, a torque converter 2, a forward / reverse switching mechanism 3 as a power transmitting mechanism, a continuously variable transmission (variator) 4, a hydraulic control circuit 5, (Hereinafter referred to as " mechanical oil pump ") 6m, a transmission oil pump 6e, an engine controller 10, and a transmission controller 11. [ In the vehicle, the rotation generated in the engine 1 is transmitted via the torque converter 2, the forward / backward switching mechanism 3, the continuously variable transmission 4, the gear set 8 and the differential gear unit 9, Which is then transmitted to the drive wheel. The automatic transmission (15) is constituted by the forward / backward switching mechanism (3) and the continuously variable transmission (4).

The torque converter 2 has a lock-up clutch 2a. When the lock-up clutch 2a is engaged, the input shaft and the output shaft of the torque converter 2 are directly connected, and the input shaft and the output shaft rotate at the same speed.

The forward / backward switching mechanism 3 has a double pinion planetary gear set as a main component, couples the sun gear to the engine 1 via the torque converter 2, and connects the carrier to the primary pulley 4a do. The forward / backward switching mechanism 3 further includes a forward clutch 3a for directly connecting the sun gear and the carrier of the double pinion planetary gear set and a reverse brake 3b for fixing the ring gear, The input rotation transmitted from the engine 1 via the torque converter 2 is transmitted to the primary pulley 4a as it is and the torque converter 2 is transmitted from the engine 1 to the primary pulley 4a at the time of engagement of the reverse brake 3b. And transmits one input rotation to the primary pulley 4a under the reverse deceleration.

The state of the forward clutch 3a and the reverse brake 3b are states of "release", "standby", "sliding", and "engagement". These states are switched according to the hydraulic pressure supplied to each piston hydraulic pressure chamber.

"Release" means a state in which, for example, the forward clutch 3a is not supplied with the hydraulic pressure and the forward clutch 3a does not have the torque capacity.

The " atmosphere " means, for example, that the forward clutch 3a is supplied with the hydraulic pressure, but the forward clutch 3a does not have the torque capacity. In the " standby " state, the forward clutch 3a is in the state immediately before having the torque capacity.

The term "slip" means that, for example, hydraulic pressure is supplied to the forward clutch 3a, the forward clutch 3a has a torque capacity, and the forward clutch 3a is engaged between the input / output shafts of the forward / reverse switching mechanism 3 There is a difference in rotational speed in consideration of the speed ratio R1 of the forward / reverse switching mechanism 3 in one case. In the " slip " state, the torque capacity is smaller than the input torque of the forward clutch 3a.

Quot; fastening " means that, for example, hydraulic pressure is supplied to the forward clutch 3a, the forward clutch 3a has a torque capacity, and the forward clutch 3a is engaged between the input / output shafts of the forward / reverse switching mechanism 3 The rotational speed difference in consideration of the speed ratio R1 of the forward / reverse switching mechanism 3 in one case is not generated. In the "engaged" state, the torque capacity is larger than the input torque of the forward clutch 3a. The " fastened " state includes a full engagement in which the torque capacity becomes larger than the input torque of the forward clutch 3a and the torque capacity is increased, and the torque capacity has an allowance relative to the input torque.

The continuously variable transmission 4 is provided with a primary pulley 4a, a secondary pulley 4b, and a belt 4c. In the continuously variable transmission 4, the hydraulic pressure supplied to the primary pulley 4a and the hydraulic pressure supplied to the secondary pulley 4b are controlled so that the contact radius between the pulleys 4a and 4b and the belt 4c is changed , The speed ratio I of the continuously variable transmission 4 (variator) is changed.

The mechanical oil pump 6m is a mechanical oil pump to which the rotation of the engine 1 is inputted and which is driven by using a part of the power of the engine 1. [ The oil discharged from the mechanical oil pump 6m is supplied to the hydraulic control circuit 5 by driving the mechanical oil pump 6m. Further, when the engine 1 is stopped, the mechanical oil pump 6m is not driven, and the oil is not discharged from the mechanical oil pump 6m.

The electric oil pump 6e is an electric oil pump driven by power supplied from a battery. The oil can be supplied to the hydraulic control circuit 5 even when the engine is stopped by driving the electric oil pump 6e when the mechanical oil pump 6m is not driven.

The hydraulic control circuit 5 is composed of a plurality of flow paths, a plurality of hydraulic actuators, and the like. The hydraulic actuator is constituted by a solenoid or a hydraulic control valve. In the hydraulic control circuit 5, the hydraulic actuator is controlled based on the control signal from the transmission controller 11, and the supply path of the hydraulic pressure is switched so as to discharge the hydraulic oil from the mechanical oil pump 6m and the electric oil pump 6e The required oil pressure is adjusted from the line pressure generated by the oil. The oil pressure control circuit 5 supplies the adjusted oil pressure to the respective portions of the continuously variable transmission 4, the forward / backward switching mechanism 3, and the torque converter 2.

The transmission controller 11 is composed of a CPU, a ROM, a RAM, and the like, and controls the operation of the automatic transmission 15. In the transmission controller 11, the function of the transmission controller 11 is exerted by the CPU reading and executing the program stored in the ROM.

The transmission controller 11 is supplied with signals from the accelerator pedal opening degree sensor 21 for detecting the accelerator pedal opening APO corresponding to the operation amount of the accelerator pedal 41 and a signal from the brake hydraulic pressure BRP A signal from the brake hydraulic pressure sensor 22 for detecting the shift lever 40 and a signal from the inhibitor switch 23 for detecting the position of the shift lever 40 are input. The transmission controller 11 is also supplied with signals from the input side rotational speed sensor 24 for detecting the rotational speed Nin of the input side (engine 1 side) of the forward / reverse switching mechanism 3, A signal from the output side rotational speed sensor 25 that detects the rotational speed Nout of the output side (the continuously variable transmission 4 side) of the engine 1, a signal from the vehicle speed sensor 26 that detects the vehicle speed VSP, A signal relating to the engine torque Te from the engine controller 10 is input.

In the present embodiment, when the sailing stop condition is established during the running of the vehicle, the fuel injection to the engine 1 is stopped to stop the engine 1 and the forward clutch 3a of the forward / reverse switching mechanism 3 is stopped. And the reverse brake 3b to release the automatic transmission 15 to the neutral state.

As a result, the inertia travel distance in the state where the engine 1 is stopped can be prolonged, so that the fuel consumption of the engine 1 can be improved.

The sailing stop condition is, for example, the following condition.

(a) The shift lever 40 is the D range.

(b) The vehicle speed VSP is equal to or greater than the first predetermined vehicle speed V1.

(c) The accelerator pedal 41 is not depressed.

(d) The brake pedal 42 is not depressed.

The first predetermined vehicle speed V1 is medium and high speed and is set in advance.

The sailing stop condition is satisfied when all the conditions (a) to (d) are satisfied, and is not established when none of the conditions (a) to (d) is satisfied.

When the sailing stop condition is not established during the sail stop control, the sail stop control is canceled and the engine 1 is started to engage the forward clutch 3a. That is, the sailing stop condition is also a sailing stop releasing condition for releasing the sailing stop control. The sailing stop condition and the sailing stop releasing condition may be different from each other.

When the sailing stop releasing condition is established, the normal running control is executed after the engine 1 is started and the forward clutch 3a is engaged. After execution of the rotation synchronization control for starting the engine 1 and synchronizing the rotational speeds before and after the forward clutch 3a until the normal running control is executed after the sailing stop releasing condition is established, A sailing stop releasing control is performed. The sailing stop control, the rotation synchronization control, the sailing stop release control and the like are executed by the transmission controller 11 and the engine controller 10. [

During the sail stop control, the forward / reverse switching mechanism 3 is in the power cut-off state and the automatic transmission 15 is in the neutral state. Further, since the engine 1 is stopped, the mechanical oil pump 6m is not driven. Therefore, during the sail stop control, the oil discharged from the electric oil pump 6e is used to supply the necessary oil pressure to the vehicle.

Next, the case where the sailing stop control is released will be described with reference to the flowchart of Fig. It is assumed that the sailing stop control is being executed when the process shown in Fig. 2 is started.

In step S100, the transmission controller 11 determines whether or not a sailing stop releasing condition (SS releasing condition) is established. Specifically, the transmission controller 11 determines whether or not any of the above-mentioned (a) to (d) is not satisfied. When the sailing stop releasing condition is established, the process proceeds to step S101, and when the sailing stop releasing condition is not established, the current processing is terminated.

In step S101, the transmission controller 11 determines whether or not the accelerator pedal opening degree APO is equal to or greater than the predetermined opening degree APO1. The accelerator pedal opening degree APO is detected on the basis of a signal from the accelerator pedal opening degree sensor 21. The predetermined opening degree APO1 is a predetermined opening degree and is larger than zero. The predetermined opening degree APO1 is an opening degree that can be determined that the acceleration intention of the driver is large. If the accelerator pedal opening degree APO is equal to or greater than the predetermined opening degree APO1, the process proceeds to step S102. On the other hand, when the accelerator pedal opening degree APO is less than the predetermined opening degree APO1, the process proceeds to step S109.

The accelerator pedal opening degree APO may include a value corresponding to the throttle opening degree TVO. That is, the accelerator pedal opening degree APO includes the throttle opening degree TVO.

In step S102, the transmission controller 11 controls the electric oil pump 6e to increase the rotational speed of the electric oil pump 6e to increase the discharge amount of the electric oil pump 6e.

When the accelerator pedal opening degree APO is less than the predetermined opening degree APO1 and the acceleration intention of the driver is small, the electric oil pump 6e discharges oil necessary for lubrication and the like without causing belt slippage in the continuously variable transmission 4 . On the other hand, when the accelerator pedal opening degree APO is equal to or greater than the predetermined opening degree APO1 and the driver intends to accelerate, the amount of oil required for the vehicle, that is, the oil amount . Therefore, the transmission controller 11 increases the rotational speed of the electric oil pump 6e and increases the discharge amount of the electric oil pump 6e.

In step S103, the transmission controller 11 starts the downshifting of the continuously variable transmission 4. [

In step S104, the engine controller 10 starts the engine 1 to start the rotation synchronization control.

In step S105, the transmission controller 11 determines whether or not the continuously variable transmission 4 has shifted down and the speed ratio I of the continuously variable transmission 4 has reached the predetermined speed ratio I1. The transmission ratio I is calculated based on a signal from the output side rotational speed sensor 25 and a signal from the vehicle speed sensor 26. [ The predetermined speed change ratio I1 is a predetermined speed change ratio, and is set based on, for example, the accelerator pedal opening APO. When the accelerator pedal opening degree APO is large, it is considered that the driver wishes to accelerate quickly. Therefore, it is desired to set the speed ratio I of the continuously variable transmission 4 to the Low side. When the continuously variable transmission 4 is at the predetermined speed change ratio I1, the process proceeds to step S106.

In step S106, the transmission controller 11 ends the downshifting of the continuously variable transmission 4. [

In step S107, the transmission controller 11 controls the electric oil pump 6e to reduce the rotational speed of the electric oil pump 6e, thereby reducing the discharge amount of the electric oil pump 6e. Specifically, the amount of oil required to downshift the continuously variable transmission 4, that is, the discharge amount increased by the amount of discharge increased in step S102, is reduced.

In step S108, the transmission controller 11 determines whether rotation has been synchronized in the forward clutch 3a. Specifically, the transmission controller 11 determines whether or not the relationship between the input side rotational speed Nin of the forward / reverse switching mechanism 3 and the rotational speed Nout of the output side of the forward / backward switching mechanism 3 satisfies Expression (1) .

"R1" is the gear ratio of the forward / reverse switching mechanism 3 when the forward clutch 3a is engaged. Quot; N1 " is a predetermined threshold value, and is a value that can be judged to be able to suppress the occurrence of a tightening shock when engaging the forward clutch 3a.

When the equation (1) is satisfied, the transmission controller 11 determines that the rotation has been synchronized. If the equation (1) is not satisfied, the transmission controller 11 determines that the rotation is not synchronized. When the rotation speed Nin of the input side is increased by starting the engine 1 and it is determined that the rotation is synchronized, the process proceeds to step S111.

In addition, equation (2) or the like may be used in place of equation (1).

Quot; N2 " is a predetermined threshold value, and is a value that can be determined that the occurrence of the engagement shock can be suppressed in tightening the forward clutch 3a.

In step S109, the engine controller 10 starts the engine 1 to start the rotation synchronization control.

If it is determined in step S101 that the accelerator pedal opening degree APO is less than the predetermined opening degree APO1, it is determined that the driver's acceleration intention is small. Thus, in step S109, the downshift is not started in the continuously variable transmission 4, and the rotation synchronization control is started.

In step S110, the transmission controller 11 determines whether or not the forward / reverse switching mechanism 3 has performed the rotation synchronization. The determination method is the same as that in step S108. If it is determined that the rotation has been synchronized, the process proceeds to step S111.

When the accelerator pedal opening degree APO is less than the predetermined opening degree APO1, the rotation synchronization control is started without initiating the downshifting in the continuously variable transmission 4, so that the electric oil pump So that the power consumption in the power supply unit 6e is reduced. Further, since the rotational speed of the electric oil pump 6e is suppressed to be low, the quietness can be improved.

In step S111, the transmission controller 11 ends the rotation synchronization control and executes the sailing stop release control. The transmission controller 11 increases the hydraulic pressure supplied to the forward clutch 3a and engages the forward clutch 3a.

Next, the case where the accelerator pedal 41 is depressed to release the sailing stop control will be described using the time chart of Fig. 3, a solid line indicates the accelerator pedal opening degree APO equal to or higher than the predetermined opening degree APO1, and a dashed line indicates the accelerator pedal opening degree APO lower than the predetermined opening degree APO1. In Fig. 3, in the case where the solid line and the broken line overlap each other, each line is omitted for the sake of explanation.

First, the case where the accelerator pedal opening degree APO is less than the predetermined opening degree APO1 will be described.

Before the time t0, the sailing stop control is executed. During the sail stop control, the speed ratio of the continuously variable transmission 4 is not changed and the rotational speed of the electric oil pump 6e is reduced. Thereby, the electric power consumption of the electric oil pump 6e in the sailing stop control can be suppressed, and the total cost can be improved.

At time t0, the accelerator pedal 41 is depressed, the sailing stop control cancellation condition is established, and the rotation synchronization control is started. Thereby, the engine 1 is started, and the rotational speed Nin of the input side is increased. When the rotational synchronizing control is started, the rotational speed of the electric oil pump 6e is increased in order to supply the atmospheric pressure to the forward clutch 3a as a preparation step for fastening the forward clutch 3a, for example. By supplying the atmospheric pressure to the forward clutch 3a, the rotation synchronization control is ended, and the forward clutch 3a can be quickly engaged when the forward clutch 3a is engaged.

When the accelerator pedal opening APO is less than the predetermined opening APO1, the speed ratio I of the continuously variable transmission 4 is not changed because the continuously variable transmission 4 does not downshift.

At time t2 ', if it is determined that the rotational speed of the forward / reverse switching mechanism 3 on the input / output side meets the equation (1) and the rotation is synchronized, the rotation synchronization control is ended and the sailing stop release control is started.

At time t2, the forward clutch 3a is engaged, the sail stop release control is terminated, the normal running control is started, and the continuously variable transmission 4 is downshifted. Here, the rotational speed of the electric oil pump 6e is gradually lowered, and the oil discharged from the mechanical oil pump 6m is used to down-shift the continuously variable transmission 4.

It is possible to make the rotational speed of the electric oil pump 6e stepwise to zero after the forward clutch 3a has been fastened. However, only the oil discharged from the mechanical oil pump 6m, There is a possibility that the hydraulic pressure necessary for downshifting the hydraulic cylinder 4 can not be generated. Thus, by gradually lowering the rotational speed of the electric oil pump 6e, it is possible to suppress the lack of the hydraulic pressure supplied to the continuously variable transmission 4, thereby downshifting the continuously variable transmission 4 reliably.

At time t4, the downshifting of the continuously variable transmission 4 is ended.

In this way, when the sail stop control releasing condition is established and the accelerator pedal opening APO is less than the predetermined opening APO1, the downshift of the continuously variable transmission 4 is completed after the engagement of the forward clutch 3a is completed.

When the accelerator pedal opening degree APO is less than the predetermined opening degree APO1, the running control is started in a state in which the speed ratio I of the continuously variable transmission 4 is in the High side, so that the acceleration G of the vehicle is small.

Next, the case where the accelerator pedal opening degree APO is equal to or greater than the predetermined opening degree APO1 will be described.

At time t0, the accelerator pedal 41 is depressed, the sailing stop control cancellation condition is established, and the rotation synchronization control is started. Thereby, the engine 1 is started, and the rotational speed Nin of the input side is increased. The rotational speed of the electric oil pump 6e is higher than when the accelerator pedal opening degree APO is less than the predetermined opening degree APO1 so that the oil discharged from the electric oil pump 6e is used to downshift the continuously variable transmission 4 . Then, the continuously variable transmission 4 is downshifted using the oil discharged from the electric oil pump 6e, and the transmission ratio I is changed to the Low side. The rotational speed Nout of the output side of the forward / reverse switching mechanism 3 is increased by the downshifting of the continuously variable transmission 4. [

At time t1, when the speed ratio I of the continuously variable transmission 4 reaches the predetermined speed ratio I1, the downshift ends and the rotational speed of the electric oil pump 6e decreases.

At time t2, when it is determined that the rotational speed of the forward / reverse switching mechanism 3 on the input / output side meets the equation (1) and the rotation is synchronized, the rotation synchronization control is ended and the sailing stop release control is started.

At time t3, the forward clutch 3a is engaged, the sailing stop releasing control is terminated, and the normal running control is started.

In this manner, when the sail stop control releasing condition is established and the accelerator pedal opening APO is equal to or greater than the predetermined opening APO1, the engagement of the forward clutch 3a is completed after the downshift of the continuously variable transmission 4 is completed.

When the accelerator pedal opening degree APO is equal to or greater than the predetermined opening degree APO1, the rotational speed Nout of the output side of the forward / reverse switching mechanism 3 is increased by the downshift of the continuously variable transmission 4. As a result, compared with the case where the accelerator pedal opening degree APO is less than the predetermined opening degree APO1, the engagement of the forward clutch 3a is completed, and the timing at which the running control is started is slowed down.

However, since the forward clutch 3a is engaged and the running control is started in a state where the rotational speed Nin of the input side of the forward / reverse switching mechanism 3 is high, that is, the rotational speed of the engine 1 is high, The acceleration G of the vehicle becomes large, and the vehicle can be quickly accelerated.

Effects of the embodiment of the present invention will be described.

When the sail stop control releasing condition is satisfied and the accelerator pedal opening degree APO is equal to or greater than the predetermined opening degree APO1 and the driver's acceleration demand is large, the engagement of the forward clutch 3a is performed after the downshift of the continuously variable transmission 4 is completed Complete. Thus, when the forward clutch 3a is engaged, the speed ratio I of the continuously variable transmission 4 is set to the Low side, and the acceleration performance of the vehicle is increased, so that the acceleration response of the vehicle can be improved.

When the sail stop control releasing condition is established and the accelerator pedal opening degree APO is less than the predetermined opening degree APO1 and the driver's acceleration demand is small, the downshift of the continuously variable transmission 4 is performed after completion of tightening of the forward clutch 3a Complete. Thereby, the hydraulic pressure at the time of releasing the sail-stop control can be reduced, and the rotational speed of the electric oil pump 6e can be prevented from increasing. Therefore, the electric power consumption of the electric oil pump 6e can be suppressed, and the total cost can be improved.

When the engagement of the forward clutch 3a is completed after the sailing stop control cancellation condition is established and the downshift of the continuously variable transmission 4 is completed, The rotational speed of the electric oil pump 6e is made higher than when the shift is completed. Thereby, when the engagement of the forward clutch 3a is completed after the downshifting of the continuously variable transmission 4 is completed, the downshift of the continuously variable transmission 4 can be performed quickly, and the acceleration response of the vehicle can be improved . Further, when the downshift of the continuously variable transmission 4 is completed after the engagement of the forward clutch 3a is completed, the rotational speed of the electric oil pump 6e is lowered to suppress the electric power consumption of the electric oil pump 6e Thus, the total cost can be improved.

During the sail-stop control, the fuel consumption can be improved by stopping the engine 1. When the sailing stop control cancellation condition is established, the amount of oil required for the vehicle can be raised by starting the engine 1, using the oil discharged from the mechanical oil pump 6m. However, it takes time until the oil discharged from the mechanical oil pump 6m becomes able to supply the amount of oil necessary for the vehicle. When the accelerator pedal opening degree APO is equal to or greater than the predetermined opening degree APO1, the oil discharged from the electric oil pump 6e is used to down-shift the continuously variable transmission 4. Thereby, the downshift of the continuously variable transmission 4 after the sailing stop control cancellation condition is established can be performed quickly, and the acceleration response of the vehicle can be improved.

In the above embodiment, the accelerator pedal opening degree APO is compared with the predetermined opening degree APO1. If the accelerator pedal opening degree APO is equal to or greater than the predetermined opening degree APO1, it is determined that the driver intends to accelerate. However, if the accelerator pedal 41 is depressed It may be determined that the driver intends to accelerate. That is, when the accelerator pedal 41 is depressed and the sailing stop control cancellation condition is established, regardless of the size of the accelerator pedal opening degree APO, the engagement of the forward clutch 3a is completed after the downshift of the continuously variable transmission 4 is completed To complete. Thereby, the acceleration response of the vehicle can be improved.

In the above embodiment, the timing of completion of downshifting of the continuously variable transmission 4 and completion of engagement of the forward clutch 3a is changed according to the accelerator pedal opening degree APO when the sailing stop control cancellation condition is satisfied. .

For example, when the brake pedal 42 is depressed to end the sail stop control, the downshift of the continuously variable transmission 4 may be completed after the engagement of the forward clutch 3a is completed. When the brake pedal 42 is depressed, it is considered that the driver has no acceleration intention and the acceleration demand is low. Thus, in this case, by completing the downshifting of the continuously variable transmission 4 after the engagement of the forward clutch 3a is completed, the electric power consumption in the electric oil pump 6e can be suppressed and the total cost can be improved .

When the vehicle speed VSP is lower than the first predetermined vehicle speed V1 (predetermined vehicle speed) V1 and the sail stop control is ended, the downshift of the continuously variable transmission 4 may be completed after the engagement of the forward clutch 3a is completed. When the vehicle speed VSP becomes less than the first predetermined vehicle speed V1, it is considered that the acceleration demand is low. Thus, in this case, by completing the downshifting of the continuously variable transmission 4 after the engagement of the forward clutch 3a is completed, the electric power consumption in the electric oil pump 6e can be suppressed and the total cost can be improved .

Even when the brake pedal 42 is depressed or when the vehicle speed VSP is less than the first predetermined vehicle speed V1, the forward clutch 3a is closed after the downshift of the continuously variable transmission 4 is completed, May be completed.

Although the automatic transmission 15 having the forward-reverse switching mechanism 3 disposed at the front end to the upstream side of the continuously variable transmission (variator) 4 has been described in the above embodiment, The present invention is not limited thereto. The power transmitting mechanism is a concept including a forward / reverse switching mechanism 3, a negative speed change mechanism, and other power transmission mechanisms. The main transmission mechanism constituting the automatic transmission 15 is not limited to the belt type continuously variable transmission 4 but may be a toroidal type continuously variable transmission or a continuously variable transmission and may be a stepped transmission.

In order to change the speed ratio I in the continuously variable transmission 4, the primary pulley 4a and the secondary pulley 4b need to be rotated. When the power transmitting mechanism is in the power cut-off state by executing the sail stop control while the power transmitting mechanism is located on the downstream side of the continuously variable transmission 4, i.e., on the drive wheel side in the power transmitting path, the speed ratio I It is necessary to rotate each of the pulleys 4a and 4b by the engine 1. In this case, On the other hand, when the power transmission mechanism is on the upstream side of the continuously variable transmission 4, that is, on the side of the engine 1 and the power transmission mechanism is in the power cut-off state by executing the sail stop control, each of the pulleys 4a, And rotates together with the drive wheels. Therefore, when the power transmitting mechanism is located on the upstream side of the continuously variable transmission 4, the speed ratio I of the continuously variable transmission 4 can be changed even when the power transmitting mechanism is in the power cut-off state. Thus, the power transmission mechanism is preferably disposed on the upstream side of the continuously variable transmission 4. [

In the above embodiment, the sailing stop control has been described as an example of the neutral drive control. However, the neutral travel control may be, for example, sailing control or coast-stop control in addition to the sailing stop control. That is, the engine stop condition is established and the engine 1 is stopped during running, and while the automatic transmission 15 is in the neutral state, the neutral release condition is established and the engine 1 is started The above control can be applied when the forward clutch 3a is engaged.

It is also possible not to stop the engine 1 during the neutral drive control. However, if the CVT 4 is not shifted during the neutral drive control, the amount of oil required for the vehicle can be reduced, the engine 1 can be stopped, and the fuel consumption can be improved. Thus, in the present embodiment, the engine 1 is stopped by the engine controller 10 during the neutral drive control, thereby improving the fuel efficiency.

When the engine 1 is operated during the neutral drive control, the downshift of the continuously variable transmission 4 may be completed by using the oil discharged from the mechanical oil pump 6m.

The coast stop control is executed by the transmission controller 11 and the engine controller 10 when the cost stop establishment condition is established. The cost stop establishment conditions are, for example, the following (a) to (d).

(a) The shift lever 40 is the D range.

(b) the vehicle speed VSP is less than the second predetermined vehicle speed V2.

(c) The accelerator pedal 41 is not depressed.

(d) The brake pedal 42 is depressed.

Here, the second predetermined vehicle speed V2 is a vehicle speed that is lower than the vehicle speed at which the lock-up clutch 2a is released.

The cost stop establishment condition is satisfied when all of the conditions (a) to (d) are satisfied, and not when the conditions (a) to (d) are not satisfied. The coast stop cancellation condition is one in which, for example, (a) to (d) is unfavorable during the coast stop control, but the conditions of the coast stop condition and the coast stop cancel condition may be different from each other.

The sailing control is executed by the transmission controller 11 and the engine controller 10 when the sailing establishing condition is established. The sailing establishing conditions are, for example, the following (a) to (d).

(a) The shift lever 40 is the D range.

(b) The vehicle speed VSP is equal to or greater than the second predetermined vehicle speed V2.

(c) The accelerator pedal 41 is not depressed.

(d) The brake pedal 42 is not depressed.

The sailing establishing condition is satisfied when all the conditions (a) to (d) are satisfied, and is not established when none of the conditions (a) to (d) is satisfied. The sailing cancellation condition is one in which, for example, (a) to (d) is unfavorable during the sailing control, but the sailing establishment condition and the sailing release condition may be different from each other.

In the above embodiment, the case where the engine 1 is a drive source has been described. However, the drive source is not limited to the engine 1, and may be, for example, a motor, or a combination of the engine 1 and a motor.

In the above embodiment, the case where the transmission controller 11 and the engine controller 10 are configured as separate controllers has been described. However, the transmission controller 11 and the engine controller 10 can be integrated as a single controller by integrating their functions. At least one of the transmission controller 11 and the engine controller 10 may be constituted by a plurality of controllers.

Other forms than those described in the claims derived from the above description are exemplified below.

A driving source,

And an automatic transmission connected to the drive source,

The automatic transmission includes:

A power transmission mechanism having a coupling element arranged to be able to interrupt the transmission of power transmitted through the automatic transmission,

And a power distributing mechanism

A control unit for controlling the vehicle,

And when the neutral travel control in which the power transmitting mechanism is run in the power cut-off state is canceled, the fastening of the fastening elements is completed after the downshifting of the variator is completed to bring the power transmitting state.

Further comprising means for detecting an accelerator pedal opening degree,

Wherein when the accelerator pedal opening degree is equal to or greater than a predetermined opening degree when releasing the neutral travel control, the fastening of the fastening element is completed after the downshifting of the variator is completed, , The control device of the vehicle completes the downshifting of the variator after the fastening of the fastening elements is completed.

An automatic transmission connected to a drive source, comprising: a power transmission mechanism having a coupling element arranged to be able to block the transmission of power through the automatic transmission; and a control device for an automatic transmission having a variator connected in series to the power transmission mechanism as,

And when the neutral travel control in which the power transmitting mechanism is running in the power cut-off state is canceled, the fastening of the fastening elements is completed after the downshift of the variator is completed, and the power transmission state is established.

Further comprising means for detecting an accelerator pedal opening degree,

Wherein when the accelerator pedal opening degree is equal to or greater than a predetermined opening degree when releasing the neutral travel control, engagement of the engagement element is completed after downshifting of the variator is completed, , The control device of the automatic transmission completes the downshifting of the variator after the fastening of the fastening elements is completed.

Although the embodiment of the present invention has been described above, the description of the embodiment is merely one example of the application of the present invention, and the technical scope of the present invention is not limited to the specific configuration of the embodiment.

The present application claims priority based on Japanese Patent Application No. 2016-007847 filed on January 19, 2016, the entire contents of which are incorporated herein by reference.

Claims (7)

A power transmission mechanism having a fastening element,
And a vehicle having an automatic transmission having a variator connected in series with the power transmission mechanism,
When at least the accelerator pedal opening degree becomes equal to or greater than a predetermined opening degree during the neutral travel control in which the power transmission mechanism is in the power cut-off state while the vehicle is running, the fastening of the fastening element is completed after the downshift of the variator is completed And a control unit. The method according to claim 1,
Wherein the controller completes downshifting of the variator after completion of engagement of the coupling element when releasing the neutral drive control when the accelerator pedal opening degree is less than the predetermined opening degree. 3. The method according to claim 1 or 2,
Wherein when the brake pedal is depressed during the neutral drive control, the controller completes the downshifting of the variator after the engagement of the engagement element is completed. 4. The method according to any one of claims 1 to 3,
Wherein when the vehicle speed becomes less than a predetermined vehicle speed during the neutral drive control, the control unit completes the downshift of the variator after the engagement of the coupling element is completed. 5. The method according to any one of claims 1 to 4,
The automatic transmission includes an electric oil pump,
Wherein the control unit completes downshifting of the variator after completion of fastening of the fastening element when completing fastening of the fastening element after the downshifting of the variator is completed when releasing the neutral travel control The rotational speed of the electric oil pump is made higher than that of the electric oil pump. 6. The method of claim 5,
The vehicle includes a drive source,
The automatic transmission includes a mechanical oil pump driven by the drive source,
Wherein,
During the neutral drive control, the drive source is stopped,
And when the neutral travel control is canceled, the engagement of the engagement element is started after the drive source is started. A power transmission mechanism having a fastening element,
A vehicle control method for controlling a vehicle having an automatic transmission having a variator connected in series with the power transmission mechanism,
Wherein when the accelerator pedal opening degree is equal to or greater than a predetermined value during the neutral drive control in which the power transmission mechanism is in the power cut state during the vehicle running, the fastening of the fastening element is completed after the downshift of the variator is completed, A method of controlling a vehicle.

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